Articles on Engine Knock

https://alternatesupercars.com/direct-injection-piston-damage-could-be-your-oil/

Direct Injection Piston Damage? Could Be Your Oil
HOW THE WRONG OIL CAN RUIN YOUR NEW DIRECT INJECTION PERFORMACE ENGINE
 
Mike, if you want to try a different oil, you could use the most upside down formula tested to date on this spreadsheet
https://docs.google.com/spreadsheets/d/1gEMTa3YOBIYBTYiaEhQLfooPohN_l645z1DaWRuFzC0/edit#gid=1618148264

Catrol Edge ... though 5W20 in this sample, I am sure the philosophy carries through to the 5W30 as well.
 
https://www.underhoodservice.com/oil-direct-fuel-injection/

"High-Pressure Fuel Pump and Oil
The main destroyer of high-pressure fuel pumps is delayed oil changes. Wear between the camshaft lobes and the high-pressure pump follower prevents the pump from generating enough piston movement. Less movement of the pump means less pressure. The ECM uses the camshaft and crankshaft position sensor inputs to synchronize the high-pressure fuel pump actuator with the position of each of the camshaft lobes. The ECM regulates fuel pressure by adjusting the stroke of the pump.

You should examine the lobes on the camshaft before installing a new, expensive high-pressure fuel pump. A lack-of-power complaint may improve from this measure, but will never be completely corrected."
 
Detergents in Oil and Effect on LSPI
https://patentimages.storage.googleapis.com/1e/48/fe/37de20c3585e19/imgf000047_0001.png

imgf000047_0001.png
 
https://www.lubrizoladditives360.com/wp-content/uploads/2018/09/Mitigating-LSPI-Over-the-Drain-Interval.pdf

To be taken with a grain of salt :D since neither the levels of additives tested nor the base stocks are specified in the article.  Nonetheless, an important note on engine oil performance over the OCI.

A total of four oils were tested: a baseline oil – all calcium detergent system (poor LSPI performance); Formulating solution 1 – calcium is reduced and magnesium is added; Formulating solution 2 – molybdenum dialkyldithiocarbamate (MoDTC) is added; and finally Formulating solution 3 – the addition of titanium.

The results of the tests found that all three formulation strategies were successful at mitigating LSPI in fresh oil; however, following the aging process, the propensity of LSPI was observed to be very different. Both formulation 2 and 3 showed very poor LSPI durability, while formulation 1 was the only oil to continue to mitigate LSPI when aged.
Click to expand...
 
Fuel property effects on low-speed pre-ignition

https://www.sciencedirect.com/science/article/pii/S0016236118308858

Abstract
This work explores the dependence of fuel distillation and flame speed on low-speed pre-ignition (LSPI). Findings are based on cylinder pressure analysis, as well as the number count, clustering, intensity, duration, and onset crank angle of LSPI events. Four fuels were used, with three of the fuels being blends with gasoline, and the fourth being neat gasoline. The blended fuels consisted of single molecules of different molecular types: a ketone (cyclopentanone), an alcohol (2-methyl-1-butanol), and an aromatic (ethylbenzene). All three pure molecules have RON values within ±2 and boiling points within ±5 °C. These fuels were blended with gasoline to a 25% mass fraction and were used to run the engine at identical LSPI prone operating conditions. The findings highlight that fuels with similar boiling properties and octane numbers can exhibit similar LSPI number counts, but with vastly different LSPI magnitudes and intensities. Moreover, the results highlight fundamental fuel properties such as flame speed are critical to characterizing the LSPI propensity and behavior of the fuel.
Click to expand...
 
Why it is important to shift to SN+ certified/compatible oils - not only for drag strip conditions, but at long stoplights or onramps or city driving.  Many will face this situation on a daily basis as traffic continues to deteriorate.

The raw fuel doesn’t have sufficient time to fully vaporize, due to a lack of turbulence and an abbreviated dwell time. This fuel can puddle between the upper piston ring and ring land. When mixed with the oil, it can produce this low octane compound. When the throttle pedal is punched after extended idling, this compound can pre-ignite, causing severe damage to the piston rings and lands.

Another factor contributing to LSPI is a fuel’s distillation curve, which displays how easily a fuel evaporates. Interestingly, whereas a racing or premium fuel is typically desired for performance driving, a standard fuel will vaporize more easily. While it is still necessary to have a high-enough octane to support an engine’s compression and performance needs, some racing fuels with a high distillation temperature can be detrimental in direct-injected engines. This is due to the higher octane racing fuel’s resistance to vaporization and the resulting LSPI occurring in direct-injected engines.
Click to expand...

https://www.lsxmag.com/tech-stories/engine/the-highly-specific-life-of-ls-and-lt-based-motor-oils/

 
Good tech info right there!  Catch Can and run a little rich...thats not asking too much.....not flooring it definitely won't work
 
It was interesting the graph of RPM vs Pressure and LSPI.  Basically you want the gear to shift lower the instant you floor it.  But using an SN PLUS oil should go a long way towards avoiding the LSPI.  Prevent a situation by avoiding things that contribute to it.
 
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